Nsttebnal-combustion engine



J. E. DIAMOND. SNTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE I4. 1917.

Patentvd July 29, 1919,

2 SHEETS-SHEET I, E. DIAMOND. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE I4. I9I7 Patented July 29, IIII9.

2 SHE;TSSHEET 2- JAMES E. IAMOND, or crinvnmnn onro.

mrnnnnn comnnsrron ENGINE.

Specification of Letters Patent. Patented uly 29, 1919.

Application filed June 14, 191%. Seria1'No.174,6% )8.

bustion E ngines,of which the following is a spec1ficat1on,-referencebeing had therein to 1 the accompanying. drawing.

This nvention relates to an improved frame and cylinder construotlon forinternal combustion engines.

One object of the invention is to provide an internal combustion enginehaving" a light weight in relation to itS'POWGI ca.- pacity.

4 Another object of the invention is to pro-' vide an internalcombustion'engine having high thermodynamic and mechanical efliciencies.

A further object of the invention, ancillary to the foregoing objects,is to provide an improved composite frame and cylinder construction'inwhich the main frame parts are formed of light weight metal oralloywhile the walls of the cylinders proper are formed of different materialhaving suitable wear-resisting qualities andare permanently secured tothe main frame parts when the latter are cast.

Other objectswhich I have sought to at tain will be understood from thefollowing description in which I set forth, in connection with theaccompanying drawings, preferred embodiments of the invention. 4

In the drawings,

Figure 1 is a transverse vertical section through one of the cylindersof an engine embodying my improvements, the section being taken on theline 1--1 of Fig. 2. V

Fig. 2 is a bottom view of the cylinder head casting. I

Fig. 3 is a plan view of the upper part of the main frame casting. ofthe engine.

Fig. 4 is a fragmentary transverse vertlcal section through the frameand cylinder of anengine showing a modified form of construction.

In the drawings, 1 indicates as an entirety the main frame casting ofthe engine which is preferably formed of metal of low specific gravity,such as a suitable aluminum alloy.

, This casting comprises the upper part 1 of a closed crank case and thewalls of a water jacket 1*, the crank case. and jacket parts of'thecasting beingjoin'ed by a contracted sect on 1. In its upper part thecasting 1 is formed with a series of horizontally disposed rings 1, 1 1,1, said rings being 'connectedwith the main walls of the casting l bybridge or tie parts 1, 1 The rings 1,

' 1 and 1, 1 respectively, are preferably united. at 1 and 1.

-The' cylindersproper are in the form of sleeves 2, 2 of suitablewear-resisting .material. In the construction shown in Fig. 1

the cylinder sleeves are preferably formed of iron or steel. At theirupper ends the cylinder sleeves 2 are permanently rigidly. attached eachto one of-the rings 1 1, 1 and 1 while their lower parts extend throughthe contracted. section 1 of the frame casting and project into thechamber of the crank case. The cylinder sleeves fit tightly but movablyin the contracted section 1 of the casting 1, each-sleeve beingsurrounded by a metallic packing-ring 3 to insure a water tight joint.The sleeves are permanently united to the frame casting when the latteris formed. As. iron and steel have coefiicientsof thermal expansiondiffering widely from that .of aluminum alloy employed for the mainframecasting 1, I. have-devised a form of construction which provides fordifferences of expansion of the parts due to the heatof combustionwithin the cylinder, and I will now describe in detail themanner inwhichthis construction is produoed. I

. The cylinder sleeves are preferably machined inside and outside and attheir upper ends are externally formed with projections adapted tointerlock with the metal of the casting 1. Such projections canconveniently be. formed by -threading the upper end of the-cylinder asindicated at 2 and then grooving .it longitudinally as at '2". When thesleeves have been prepared in this manner, I next coat the threadedouter surface with a metal, such as copper, which is adapted to fuse;both with the hon or steel of the cylinder sleeve and with the alumi'num alloy of the frame casting 1. The cop- The metal packingrings 3 arethen slipped over the cylinder sleeves and the latter are suitablyplaced in the mold in which the main frame casting is to be poured; Theframe casting is then poured and its molten metal forming the rings 1,1, 1 and 1 fuses with the upper ends of the cylinder sleeves 2 or,rather, with the copper or other coating on the sleeves 2, which coatingin turn fuses ,with-the metal of the sleeves so thatthe latter at theirupper end are practically integrally united'with the metal of the mainframe casting 1. At the lower ends of the cylinder-sleeves where theypass through the contracted parts 1 of the frame casting, the coating ofgraphite prevents the aluminum alloy of the frame cast-ing from fusingwith the metal of; the cylinder sleeves so that when the main framecasting is -cooled it fitsvery snugly around the lower parts of thecylinder sleeve but is not integrally united with said parts; on thecontrary, it is, free to move longitudinally of the cylinder sleevesunder the great stress of thermal expansion when the parts expandunequally.

On theupper part of the frame and cylinder structure is mounted a headcastingi which is also preferably formed of metal of low specificgravity similar to that employed for'the main casting 1. The headcasting is 'removably secured .to themain'casting by screw bolts 5, '5,asuitable gasket 6 being interposed between the two castings toin sure awater and-gas tight joint. The head casting is formed with a series ofcombustion-chambers 4, one for each cylinder of the engine. The headcasting is also formed with inlet and exhaust passages 4 and 4 for eachof the combustion chambers. The said passages are controlled by puppetvalves 7 and 8 which coiiperate with seats 9 and 10. These seatsarepreferably formed of wearresisting metal such as bronze or alloysteel and may be secured to the head casting in any suitable manner asby casting them in when the head casting is formed. The valves may beactuated in anysuitable manner by the cam operated rocker arms 11, 12and springs 13, 14. I

The head casting is chambered out to form a water jacket space 4? whichsurrounds the combustion chamber and the inlet and exhaust passages Pand e2. The water jacket space-4? of the head casting, as will be seenfrom an inspection-or igs. 2 and 3, is freely form water outlet openings4". These inlet and outlet openings may be connected in any suitablemanner with a radiator or other cooling apparatus.

The head casting 4: is provided, in connection with each combustion.chamber, with a cylindrical conduit 4: each of which opens into. one ofthe combustion chambers and is adapted to receive a spark plug.-

- In each of the cylinder sleeves 2 is arranged a piston 15 preferablyformed'of an aluminum alloy or other metal. of light weight and highthermal conductivity in comparison with iron. Each piston is operativelyconnected by connecting rod 16avit-l1 the crank shaft 17, said shaftbeing suitably mounted in bearings carried by the main frame casting 1.18 is the bottom or pan member of the crank case. It is bolted in theusual manner to the upper part of the crank. case and serves inconnection therewithto entirely inclose the crank shaft, connectingrods, etc. a

It will be seen that I have produced a form of construction thatmaterially reduces the weight of the engine, as compared with priorforms of construction. forming the upper part of the crank case and thewater acket walls in a single casting of light weight metal, making thehead casting of a similar light weight metal and male,

ing the cylinders proper in the form of relatively thin'sleeves, I notonly reduce the weight of the engine to a minnnum but at tain highthern'io-dynamic and mechanical efiiciency, the gain in efliciencyarising from the fact that the cylinder wall can be made of selectedmaterials especially suited to the purpose and also from thefact'that-said walls, formed of suitable material, can be made thinandof uniform thickness so that their contraction-and expansion will beuniform throughout. mechanical friction between the piston and cylinderwall is reduced to a minimum and the working temperature of the enginecan be controlled to secure av maximum'of thermodynamicefiiciency.

As previously explained, the cylinder Under these conditions In fact, by

sleeves 2 are practically integrally united with the metal of thecylinder casting 1, so that there is no possibility of leakage. For thatmatter the joints between the cylinder sleeves and the frame casting 1are covered by the gasket 6. At the lower end of the water jacket space,the joints between .the cylinder sleeves-and'the casting 1 permit oflongitudinal expansion or contraction of the cylinder sleeves inrelation to the frame casting but provide so snug a fit between theparts that leakage is obviated.

In Fig, 4 of the drawingIshow a modified a form of construction whichcontemplates the ;i use of bronze or other alloy-"for the cylinderwfCertain sleeves in lieu of iron for? steel. bronzes have very excellentbearing and wear-resistmg qualities and coefficients of thermalexpansion approaching those of aluminum alloys such as are suitable forthe main frame casting'of the engine; There fore, by using such materialfor the cylinder sleeves, it is possible to integrally unite the hlatter with the main frame castihg at both ends of the sleeveswithouthaving the structure subjected tounduly large stresses inci'- dent todifferences 'of expansion and contraction. In Fig. 4' I show aconstruction of this character comprising a 'main frame casting 31 whichisfor' the most part similar to the casting. 1 in'the'; form ofconstruction shown in Fig. 1 However, in this case the cylinder sleeves32 'are formed of bronze andhave their u per ends .threaded as at. 32and groove as at 32.- They also have their lower parts, where theyextendthrough the contracted part 31 of the main frame casting,threadedas at 32 and grooved as at .32. In producing. this form ofconstructionthe bronze cylinder sleeves may be placed in the. mold forthe frame casting and when the" latter is poured the molten aluminumalloy" fuses with the bronze of the sleeve so that the sleeves havetheir upper ends integrally united to the rings 31 and their lower partssimilarly united to the contracted part 31 of comes in direct contactwith said sleeve, theframe casting being permanently rigidly united tothe upper end-of said sleeve by being cast thereon.

2 In an internal combustion engine, the combination with a cylindersleeve of wearresisting metal, of a frame casting of light weight metalshaped to form the upper part of a crank case and water jacket wallssurrounding and spaced from the cylinder sleeve so that the acket watercomes in direct contact with'sa'id sleeve, the frame casting beingpermanently rigidly-united tothe upper end of the cylinder sleeve bybeing cast thereon. I

3. In an internal combustion engine, the

engine, the

combination-of a cylinder sleeve of wear resisting' metal, a framecasting of light l'weight metal shaped to form the upper part ofa crankcase and water jacket walls sur- --rounding and spaced from the cylindersleeve so that thejacket watercomes in direct contact with said sleeve,the'frame casting being'permanently rigidly united to the upper end ofthe cylinder sleeve by being cast thereon, and acylinder head casting oflightweight metal separably secured to the upper end of the framecasting.

' 4. In an internal combustion engine, the combination with a cylindersleeve of ferrous metal, of a frame casting of aluminum alloy shaped toform water jacket walls surroundingand spacedfrom the cylinder sleeve sothat thejacket water comes in direct contact "with' said sleeve, theframe casting being permanently rigidly united to the upper end of saidsleeve by being cast thereon.

5. In an internal combustion engine, the

combination with a cylinder sleeve of ferrous metal, of a frame castingof aluminum-allo shaped to form the-upper part of a cran case and Waterjacket walls surrounding and spaced from the cylinder sleeve so that thejacket water comes in direct contact with the said-sleeve, said jacketwallsbeing permanently rig'gidly united to the up er end of the 1cylmder sleeve by being cast tiereon and in ht movable contact with thelower part in o the cylinder sleeve in a zone between the water jacketand crank case.

6. Irran internal combustion engine, the

combination with a cylinder sleeve of wearresisting metal, of a framecasting of light weight metal shaped to form water jacket wallssurrounding and spaced from the cylinder sleeve so that the jacket watercomes indirect contact with said sleeve, the frame casting being"permanentlyf rigidly united to the upper .endof said sleeve'by -be- Yits ing cast thereon, and means for forming a I water tightjoint'between thecasting' and the cylinder sleeve at the: bottom ofthewater acket.-

7. In an internal combustion engine,- the combination with a cylindersleeve of wearresisting metal, of a frame Casting of light weight metalshaped to form water jacket walls surrounding and s aced from thecylinder sleeve so that t e jacket \water comes in direct contact withsaid sleeve and :also shaped to form a horizontal annular 'wall disposedW thin the upper part' of the jacket walls and permanently rigidlyunited to the upper end of the cylinder sleeve by being castthereon.

8. In an internal combustion engine, the combination of a cylindersleeve of wear =resisting metal, a frame casting of light weight metalshaped to .form water jacket walls surrounding and spaced from thecylinder sleeve so that the jacket water comes in directcontact with thesaid sleeve and Walls and the jacket Walls and leaving upwardly openingpassages for water, and a cylinde'f head casting of light Weight metalhaving a water jacket -chamber connecting With the said water passagesof the frame 10 casting. v

In testimony whereof, I afli'x my signature.

JAMES E. DIAMOND.

